Vehicle suspension



a. H. F. HOLY. VEHICLE SUSPENSION.

APPLICATlON FILED SEPTJY. 1920.

1,4 1 1 ,027 Patented Mar. 28, 1922.

INVENTOR WITNESSES:

yazy jfmazf txnnnozrnro AND Matterhorn-lame COMPANY, A ooarona'rrorar OF PENNSYLVANIA.

inuet. W

Application filed September 17,- 1920.. Serial K014103765,

To all whom z't ma mm;

Be it known that I, Gnosen H. F. Hour, a citizen of the United-States, and aresident of Pittsburgh, in the countyi'of Allegheny and State of Pennsylvania, have inventeda new and useful Improvement in Vehicle Suspensions, of which th following isa specific'ationg p Y My invention. relates, to vehicle suspensions, and particularly tosuspension mechanism for vehicles having more than two wheels, wherein it is desired to maintain a v uniformfdistribution of eight upon the wheels and to e various Wheels throughthe use of equalizing mechanism. In the operation of railroadloconiotive's it isdesirableand in some cases necessary to; maintain a constant load on ealch'of the I 'qualizethe load thereon. For instance, when! a j wheel enters {a ,de'pres sion'in the rail,'the tendency is for its load to be assumed by the other-wheels. and being i lightened of its load, it. is indanger of becomingderailed. On the other hand,- when a wheel encounters an elevation on the rail, the tendency is for it to assume an added portionof the loadywith the result that an undue'strain is thrown upon both it and the mechanism wherein each of V of a lOCOIIlOtlVB, at one end, 1s hung upon all , suspension+two on frames rail, and there is a possibility of derailment. "To overcome thesedificulties, which. be. come very pronounced in high-speed oper ation, various schemes have been proposed, such as three-point equalized v supporting the: side, frames equalizing levers which are inturn supported from the springs adjacent to the rearendjoi the locomotive, while at their other ends, the frames are supported from a cross-equalizing lever connected tothe spring adjacentthe front end of the locomotive. This. arrangement produces the effect of a three-po nt opposite sides at the rear of the locomotive, and one near the front ofthe locomotive, between the side frames. 4

' The objection to cross equalization liesin the fact that additional parts are required, especially inlocomotives having their side located outside of the wheels,- and Specification of Letters Patent.

a link 15.

'lOis connected to theside frame Patented Mar. 28, 1922,

the parts occupy space which may be used advantageously for other purposes.

By my construction I provide a distribution of the spring-borne weights in such manner thata two-point supportingeii'ect is secured-on'one side of 'the locomotive and a one-point supporting effect is secured on.

the other side thereof. This construction permits the operation of a locomotive freely ineither direction, and leaves the space formerly occupied by the cross equalizing parts clear for the placing and removal of the motors or other mechanism.

Referring now to the drawings, Figure 1 is a plan view of thesupportstructure; of a six-wheeled locomotive with my invention applied thereto.-f i

Fig. 2 is a view in side elevation looking in the direction of the arrows H- II of F g- Fig. 3 is a viewinside elevation looking in the direction of the arrowsI II-.HI of 2,"and Figs. t and 5 are tions of the manner in which my (invention may he appliedto an eight-wheel and alfour- Wheel locomotive, respectively. i

n the driving axles '6 supporting the side frames 8 and 9 ofthe locomotive and the parts carried thereon.

.eierringmore particularly to Fig. 2, it will be seen that semi-ellipticalsprings 10, 11 and, 12 rest, upon saddles .13 supported by the journal bearings 7. l he spring12, atits' outer end, is connectedtothe frame 8 he inner endo'f spring 12 is connected to the equalized'support furnished by the spring 12 and link members 15 and 16 constitutes one point of suspension. f 7 V Spring 11, at its lone end,is connected to the side frame Shya link17, and

its

diagrammatic illustraare carried. the vusual gournal bearings 7 for frame S bya link 16. The

other end is connected'to an equalizing lever l8fby a link 19. The outer end of the spring by a link 14, and its innerendis connected to the lever 18 by a link member 20. The side frame 8 is supported on the equalizinglever 18 by V the side frame 9is connected toone'end I a spring 22 by V of a spring2e by a link. 25. The inner-ends.

' p 10 connected by means of a hinge pin 21. The equalized support furnished to springs 10 and 11, through the links 17 and l t and the equalizing lever 18, constitutes a second point of suspension.

' Referring now more especially to Fig.

a link 23 and to one end of thesprings22 and 24 are links 26 and 27, respectively, to equalizing levers 28 and 29, respectively, and a spring 30 is connected by links 31 and 32 to the equalizing 1 levers 28 and 29.; The frame is supported on the equalizing levers 28 and 29 by hinge pins 33 and 314:, respectively;

'The suspension of the side frame 9-from links 23 and and from the equalizing frame and the springs are such that'any,

' weightof the locomotive will rock on the,

levers 28 and 29 constitutes the third point of support. g v

It will be seen from Fig. 3 that the link and pivoted bar connections between the side deviation'from the horizontal by either'of the wheels brings the springconnections into play to effect a proper disposition of the weight, and to compensate. for the irregularities in the track which may have caused i such deviation. v r I With regard to the construction shown in Fig. 2, it will be seen that if thewheel 35 encounters a depression or elevation, the

point of support furnished by the c'onnec tions between the frame Send the springs 10 and 11, and he supporting point furnished by the connections between the springs 22,30 and 24, thus maintaining a constant load on'the wheel.35.j On the other 2 each of the wheels and'the mass of thelocothe two points. of supfonirregularities in Fig. 2. n Fig/l I have which: the frame maybe connected to the. -.s p rings of an "eight-wheeled locomotive, to

tain approximately a constant weight on motive pivots upon port furnished by the sprlng connectionsof illustrated. the [manner in secure a three-pointsupport. By connecting the links; and equalizing bars 'atthe points marked A to the one side frame I procure one point o fsupport. On the other side of the locomotive two adjacent springs are connected to j the locomotive frame,

the frame by. the

frame at the points marked the third point in an eight-wheel construction 1s the same operation of a set the through the proper links and equalizing lever, at the points marked B, thus securing another point of support. The other two springs are connected to the locomotive C to provide of suspension. The action as that described for a six-wheel structure,

that is,: he -'equ aliz1ngconnections are such that the points A? operate a. single point of support; the between points B constitute another point efi'ect'at the points point of support.

In Fig. 5, one

C is that of athird point of support is secured means of the connections D; another point by connections E,1and athirdpomt by the connections F.

It will be apparent that various modifica tions might be made departing from the scope as defined inthe claims. v The invention 1s shown as applied to locomotives having'their side frames located between the wheels, but it can as well be applied to those with frames outside of the wheels.

I claim as my invention'z- 1. In vehicle suspension, means for effecting 'a three-po nt "sprlng equalization disposed only in adirection longitudinally of the vehicle.

equalizing connections ofsupport, and in like manner the combined in the device without of the invention 7 .2 'In'a vehicle suspension, means for ef- I fecting' one point-of spring equalization along one longitudinal side of the vehicle,

and means for. efiecting two points of spring equalization along'the" other longitudinal side of thevehiclep Y A i 3. In a vehicle suspension,

structure of avehicle, the operation of one springs at a point. approximately. midway of one longitudinal side of the vehicle, means for effecting centralization of the of equalizing springs on the opposite side of the vehicle at [a point in advance ofthe for centralizing the operation of another set of equalizing springs on I said opposite side, at a point behind the'first namedfpoint,

t, Ina vehicle suspension, of equalizing connections for efi'ecting a uni form distribution of weight on the. wheels at one side of the vehicle, andv two series of equalizing connectlons for effecting a innifirst named point, and means a single series t V a pluralitypt equalizing springs for supporting the super means for centralizing i. set of equalizing form distribution. of weight on the wheels.

at the other side of. the vehicle.

. i 5 Inavehicle suspension, a supporting frame, a plurality of longitudinally disposed.

leaf springs arranged in tandem alongeach side of the-vehicle, supporting link. members connecting the frame; to the outer extremities; of the four endjsprings, link members form;- ing an equalizing connection between the free ends of the springs on one side of the from each of the said two sets of equalizing vehicle, means whereby the frame is supmembers. ported from said equalizing connecting In testimony whereof, I have hereunto 10 members, two independent sets of equalizing subscribed y name this 30th day of Au 5 members suspended from the free ends of gust, 1920. I the springs on the other side of the vehicle,' and means whereby the frame is supported GEORGE H. F. HOLY. I 

